Well rig transmission system



Nov. 28, 1939. R. LILLICH 1 3 WELL RIG TRANSMISSION SYSTEM Filed July 9, 1937' RALPH L/LL/GH Patented Nov. 28, 1939 UNITED STATES PATENT OFFICE 2,181,193 WELL RIG TRANSMISSIONSYSTEM Ralph Lillich, Houston, Tex. Application July 9, 1937, Serial No. 152,708 Claims. (01. 74-328) This invention relates to a well rig transmission system and more particularly to such a system having a novel multi-speed transmission as an important adjunct to effective drilling by 5 means of the rotary method.

It is an object of the invention to provide -a device of the character described which is especially adapted for use in rotary well drilling equipment.

' Another object is to provide a device of the class described so constructed to provide a plurality of speeds which may be changed from one to the other while under full load and speed.

Still another object is to provide a device of the class described which eliminates shock or jerk incident to speed changes.

A further object is to provide a multi-speed well rig transmission system which is compact and inexpensive and which will stand up under .20 the severe stresses to which the equipment is subjected in the field to which the invention relates.

Another object is to provide a transmission system of a novel type in which the plurality of '25 speeds necessary for expeditious drilling operations may be effectively obtained through novel utilization of the combination of a planetary transmission and a multiple disc friction clutch.

In accordance with the present invention a .30 transmission system is provided which is compact and which may be readily controlled to cooperate with other equipment to form a complete drilling unit. Furthermore, the change speed mechanism forming a part of the invention is so :35 constructed that speed-changes in either forward or reverse direction may be efiected without the shifting of gears or the engagement of jaw clutches.

The many advantages of the invention, includ- 40 ing the foregoing, will be apparent to those skilled in the art by reference to the following description of the preferred form of a well rig transmission system embodying the invention and illustrated in the accompanying drawing, in

45 which:

Fig. 1 is a view partly in section of a multispeed transmission comprising an element of the invention. I

Fig. 2 is a sectional view taken on line 22 of 50 Fig. 1 as viewed in the direction of the arrows.

Fig. 3 is a plan view of the arrangement of parts of a rotary well rig embodying the invention.

A rotary drill rig comprising the present in- 5 5 vention is shown .in Fig. 3 ascomprising prime mover I such as a steam engine or an internal combustion motor having a drive shaft 2 which is suitably connected through a sprocket 3 and chain 4 to a sprocket 5 on the slush pump 6. Alsomounted on shaft 2 isaclutch' 10 through which a drivingconnection is made with an input shaft II, which extends into transmission housing l2 to drive through an enclosed mechanism, particularly illustrated in Figs. 1 and 2, a chain l3which drives 'line shaft 14 through 10 sprocket l5 afiixed thereto. Line shaft I4 is rotatably mounted in bearings I6 adjacent the edge of the derrick platform I! and carries catheads l8, which are provided for purposes well known in the art. A mechanism, not shown, is 5 also provided for effecting a driving connection between shaft l4 and hoisting drum 19. A drive chain extends from sprocket 20, afiixed to line shaft .14, to the rotary table 2 l,-located centrally of the derrick platform.

Referring now to Fig. 1, the mechanism enclosed within. housing [2 in Fig. 3 vfor transmitting energy from drive shaft 1 I to drive chain 13 isshown as comprising the input shaft ll pro- 'vided with an anti-friction bearing 25, which serves as a journal for the-shaft and also prevents end-wise movement thereof by virtue of a threaded nut 26 screwed upon the shaft 1 l which holds the inner-race 21 in fixed position upon the shaft H. The opposite end of shaft H is journaled in a bearing 28 within the end of the output shaft 3|, which is in turn journaled in bearings 29 and 30, the latter of which is fixed upon the shaft 3| in a manner above described relative to bearing 25. It is thus apparent that shafts II and 31 are coaxial .and are mounted in .a manner to be restrained from axial movement.

A countershaft 35 is rotatably mounted in end bearings 36 and 31 and an intermediate bearing 38, end bearing 36 having its inner-race fixed to 40 the shaft 35 through a washer 39 and a cap screw 4|] fixed to the end of the shaft. The countershaft 35 is thus restrained from axial displacement. 1

The pinion 50 fixed to the input shaft ll meshes with a gear 5| which is rotatably mounted upon the shaft 35. Similarly, the pinion 52 fixed to the input shaft ll meshes with an'intermediate gear 53 mounted in the bearings 54. The intermediate gear 53 meshes in turn with the gear 55, also rotatably mounted upon the countershaft 35. It is thus apparent that gears 5| and .55 will rotate in opposite directions when driven by the rotation of input shaft ll. Splined upon a shiftable clutch collar 60 having jaws on its opposite faces adapted to engage with complementary jaws on the inner faces of gears 5|, 55. Suitable means, not shown, is provided for retaining clutch collar 60 intermediate the gears 5| and 55, or for shifting the clutch collar 60 into engagement with either of these gears whereby the countershaft 35 will be driven in either a clockwise or counter-clockwise direction.

Mounted upon the input shaft II and upon countershaft 35 are epicyclic gear trains generally designated as 6i and BI and friction clutches G52 and 62'.

As these assemblies are similar in-construction, the assembly on the countershaft being more heavily constructed in order to withstand greater torque, a description of one of these assemblies will suflice to describe and explain the operation of both. the carrier of the epicyclic train Si is connected through the drum 59 and the gear wheel 53 by means of bolts 64 to a flange 65 on the output shaft 3! whereby rotation of the drum 59 will drive the output shaft 3|. The drum 59 of the epicyclic gear train 6! is secured to gear 63 which meshes with gear 63 whereby drive effort imparted to the carrier. of the gear train GI will be instrumental in driving the output shaft 3| through intermeshing gears 63' and 63.

Further description will be directed to the construction and operation of the assembly comprising epicyclic gear train 6! and its associated friction clutch 62, best shown in the sectional views of Figs. 1 and 2.

An internal gear ID is affixed upon shaft ll through a suitable key N. Within the internal gear 10 and upon the shaft H is a bushing 12 about which a sun pinion i3 is mounted for rotation. A drum 15, comprising a web 16 and a flange ll, is secured to the sun pinion 13 as by cap screws 78. Intermediate the sun pinion l3 and the internal gear Ill are planetary gears shown as four in number in Fig. 2.

These gears mesh diametrically with the sun pinion l3 and internal gear H3 and are rotatably mounted upon stub shafts 8| which have one end affixed to the radial flange 82, which is attached to drum 59 by studs 83. The opposite end of the stub shafts 8i are affixed to a ring casting lying within the chamber 85 in the internal gear 10. The ring casting 85 is provided with bosses 87 intermediate the planetary gears 88 to receive bolts 88 for securing the flange 82, the stub shafts 8i and the ring casting 85 into a unitary structure'which comprises the carrier of the epicyclic gear train and is generally designated as 98. i

From the above description it is apparent that rotation of the shaft H will cause internal gear ill to rotate. Assuming a load on the output shaft 3i, the carrier 95 will remain stationary and the planetary gears 88 will rotate on their respective axes, while the sun pinion 13, and its associated drum '15, will likewise rotate upon its bearing 72. Surrounding flange T! of the drum i5 is a brake band 9'! and provided with actuating means (not shown) whereby rotation of the sun pinion may be restrained. Braking effort applied to the drum 15 will cause the carrier 90 to rotate and to drive the load'on the shaft 3|. When the rotation of the drum 15 is entirely arrested shaft M will be driven at adefinite speed relative to that of the input shaft II and such speed will depend upon the relative dimensions It will be here noted, however, that of the respective pinions and gears forming the epicyclic gear train 6 l The inner peripheral surface of flange TI on the drum 75 is provided with driving teeth 9| to engage complementary teeth on the friction plates 92 of the friction clutch 52. The driving plate 93 of the clutch is attached to shaft H by means of a key 95. A frictional drive between the driving plate 93 and the friction plates 92 is obtained by axial movement of the collar 84', which is provided with radial studs adapted to receive the ends of the shifting yoke, not shown. Inward movement of the collar 94' causes telescopic movement of ring Q5 relative to driving plate 93. Flange ring 95 has an inner cam surface which acts through a toggle mechanism 96 to cause the driving plate 93 to move inwardly and produce the necessary friction with the friction plates 92. In this manner the desired driving connection between the driving plate 93 and the friction plates 92 is obtained. It is thought apparent that when the clutch 52 is engaged sun pinion T3 is locked to the input shaft ll. Since the internal gear it is also fixed to the input shaft ii there could be no relative movement of these parts in the epicyclic gear train 5| and there is, therefore, a direct drive from the input shaft H to the output shaft 3 i.

In the operation of the mechanism just described, in forward speeds collar 6E3 is shifted to engage with gear 5i. If the input shaft H is "fen driven by the prime mover l and braking effort is applied to drum E5 of epicyclic gear train 55 through brake band 9i, and its associated mechanism, the carrier of the epicyclic gear train 5! is rotated and drives output shaft 3! through gears 58 and 53 at a low driving ratio between the drive shaft 6 l and the driven output shaft 3i. If the brake 95' is released and clutch 62 is actuated a direct drive, as explained above, is effected between the countershaft 35 and the gear 63 whereby a higher driving ratio is obtained.

For the next higher speed, clutch $2 is disengaged and brake Si is applied to the drum l1 whereby a driving connection takes place through the carrier 96 in its rotation about the sun pinion 13. The highest driving ratio is obtained as by releasing the brake 9i and engaging the clutch 62 to obtain a direct drive between the input shaft I I and the output shaft 3 I. It is here to-be noted that no shifting of gears is necessary in the progressive changes of speed ratios as just described. Obviously this feature eliminates the clashing of gears or of dental clutches incident to shifting of gears as is well known in the art. This is an important advantage of the present invention and it is believed obvious that the desired objective is obtained by the device just described.

If reverse speeds are desired, clutch collar 56 is shifted to engage with the gear wheel 55 to rotate the countershaft in the reverse direction to that above assumed. Two speeds in reverse are thus obtained in sequentially operating brake 9i and the clutch 52'. Here again the different speed ratios are obtained Without the necessity of shifting gears.

Although the foregoing description of the preferred embodiment of the invention is directed to certain specific details of that embodiment, it is not contemplated'that the invention shall be limited thereto but shall be construed as embracing such changes in form and construction as lie within the province of the skilled artisan and are em'braced'by the appended claims.

What is claimed is:

1. In a multiple speed well rig transmission system, a source of power, an input shaft operatively connected to said source of power, a countershaft parallel with said input shaft, a clutch collar slidably fixed on said countershaft, drive gears rotatively mounted on said countershaft on opposite sides of said clutch collar, said clutch collar being shiftable to engagement with either of said drive gears, gear connections between said drive gears and the input shaft for driving said drive gears in opposite directions, an epicyclic gear train on each of said shafts, each of said epicyclic gear trains having the internal gear thereof fixed to its shaft and the sun pinion thereof rotatively mounted upon its shaft, an output shaft, a driving connection between the carrier of each of said gear trains and the output shaft, separate braking means for restraining the sun pinion of the respective epicyclic gear trains from .rotation, and separate means for each of said epicyclic gear trains for locking the sun pinion thereof to its shaft.

2. In a multiple speed well rig transmission i system, a source of power, an input shaft operatively connected to said source of power, an output shaft, a countershaft parallel with said input shaft, an epicyclic gear train on each said input shaft and said countershaft, each of said gear trains having the internal gear thereof fixed to its shaft and the sun pinion thereof rotatively mounted upon its shaft, a driving connection between the carrier of each of said gear trains and said output shaft, separate braking means for restraining the sun pinion of the respective gear trains from rotation, and separate clutch means for each of said gear trains for locking the sun pinion thereof to its shaft.

3. In a multiple speed well rig transmission a drive shaft, a driven shaft coaxial with said drive shaft, a countershaft parallel with said shafts, means for driving said countershaft from said drive shaft, a sun pinion rotatably mounted on said countershaft, an internal gear surrounding said sun pinion and fixed to said countershaft, planetary pinions between the sun pinion and the internal gear, a spiderrotatably supporting said planetary pinions, means connecting said spider to the output shaft whereby the output shaft may be driven thereby, friction means for restraining said sun pinion from rotation, and a friction clutch operatively connected to said countershaft and to said sun pinion whereby the spider may be locked in driving connection with the countershaft when said friction means is released.

4. In a multiple speed well rig transmission, a drive shaft, a driven shaft, a countershaft rotatively mounted in parallel relation with said first mentioned shaft, means for driving the countershaft from the input shaft, an epicyclic gear train mounted on said countershaft, said gear train having the internal gear thereof fixed to said countershaft and the sun pinion thereof rotative- 1y mounted upon the countershaft, a driving connection between the carrier of said gear train and said driven shaft, braking means for restraining the sunpinion from rotation relative to said shaft, and a clutch operatively connected to said countershaft andv the sun pinion for engagement when said braking means is released whereby the carrier may be driven at two speeds from a source of power connected to the input shaft.

5. In a multiple speed transmission system, a source of power, an input shaft operatively connected to the source of power, an output shaft,

a countershaft parallel with said input shaft, an- 

